Vehicle control and speed indicating system



Feb. 17, 1942. N. M. McCULLOUGH 2 Sheets-Sheet 1 Filed Dec. 18, 1937 l 1 E 0. w 2 v 0 0 ,& mafia Me U y w 0 0 3 Wu I. My %0 M A mw 5/ 3 a/f "Mn 3. QM w M F t 0 3 6 ATTORNEYS.

Feb. 17, 19512.

N. M. M CULLOUGH VEHICLE CONTROL AND SPEED INDICATING SYSTEM Filed Dec. 118, 1957 f y/b 575 K 2 Sheets-Sheet 2 INVENTORS. NEE; M ffl''auaz/s/x.

ATTORNEY 5.

Patented Feb. 17; 1942 UNITED-STATES. PATENT OFFICE vEmcLr: oomaoga iin s mnn mnrcarmo Neel MQMOCIIHDHII, Anderson, Ind., assignor to 4 Pierce Governor Company, Anderson, 11111., a

' corporation Application December 18, 1937, Serial 'No. 180,497

2 Claims. (01. 180-821) This invention relates to a control system for self-propelled vehicles having a speedometer drive and an engine provided with a fuel passage and a fuel controlling valve therein.

lock controlled speed selecting switch.

Fig. 6 is a top plan view of the switch mecha nism illustrated in Fig. 5.

Fig. 7 is a view similar to Fig. 1 and of a pressure type system, the pressure portion being One chief object of the invention is to proshown in section. vide an automatic control which will not only 8 is a pl V w 0! the solen id control indicate visually and internally and/or externally portion or the system shown in Fi '7- of the vehicle the speed thereof, but is at the Fi 9 is an ,elevational View Simi r to Fi 8 same time automatically arranged to control the of modified'form f Controlfuel supply upon the vehicle attaining a prede- 10 In Figs. 1 and 4 of the drawings III indicates termined speed. s the fuel intake portion of an internal combustion Another chief object of the invention is to proi pp y nd the same includes a valve H vide a manual arrangement whereby the fuel carried by a Shaft Whleh P jects outwardly control may be f multiple character t t is from the conduit or fuel supply passage portion sponsive t difierent, speeds and the manual Illa. Portion Ella may be of the adaptor insert selection of the predetermined speed can be imtype, as s We l k own in the internal combustion posed upon the control system for the automatic art, beilleimerposed between end f the operation th f, as previgusly described, engine intake manifold and the carburetor. Another object of the invention is to associate in the form of the inventiol} Shown in with th a l control 1 arrangement a conduit l3 communicates with the conduit ll whereby the owner of the vehicle may select the through a valve body controlled y a valve desired maximum vehicle/speed for the vehicle a member e of which constitutes the and impose the selection upon the control system 001:6 of a Solenoid 590 one termmal the to prevent speeding of the vehicle beyond the nold 15 erwnded as at The other terminal l ct h l peed is connected by the line 20 to a switch terminal The chief feature of the invention consists in or Contact adjustably Supported by a threaded the construction and arrangement of a control f igg ggg g g f gfli gg bracket 22 and cc :7

2518:1323 whereby the several objects are accom The conduit M communicates with a port 2 .Other features and objects of the invention in 9 cylinder head detacha'my Supported by will be more fully set forth hereinafter. cylmder 26 in which 18 mounted a platen-2i The fun nature of the invention will be under mally constrained toward the left by spring 28. Stood from the companying drawing and the A stop member is ih the form of a bolt has foll i description ana claims: i threaded connection with the head 25 and exthe d a i tends oherethrough and afjapfied for engage- Fig. 1 is an elev ational view in semi-diagramment by the plston m such ,tlme as the Yalve matic form of a speedometer operable control, 5 fff gffig fi fjgg 1 322 5 the signal means associated therewith and one. five upon the piston move the same to the form of engine control -means automatically ht and c mpress sprin 28 p g such movement operable by the System upon F am of the continuing until the piston engages the exposed predetenfnned f inner end of t stop 2 he p sition of which is Fig. 2 1s a view similar to the right hand porlocked in adjusted position by the nut of 1 and illustrates Q simpler and The piston?! carries a pistonrod 3| which at modified mm of the invention its free end includes a notch 32that seats a pin Fig. 3,. is a similar view of still a further modi- 33 carried by lever arm 34 which is pinned to e form of the invention the shaft l2 as at 35. Another lever arm 36 has 8- 4 S a P D D1811 View o P o flf level an angular portion 31 which lies behindsee sys em atcd w h t f co trol va ve. Fig. 4the lever 34 and projects into the plane V F g. 5 is a View sunllar to Fi 1 and o a o e of the lever 38, the latter being apertured asat embodiment of the invention 01 more compli- 38a for connection to a manually operable memcalled form and the Preferred form f, t ber 39 connected to a hand and/or foot throttle Ventionv arrangement.

Fig. 5-o-A is an enlarged sectional view of a A spring 40 is concentric with the shaft and has its opposite'ends associated with the two adlacent lever arms 94 and 36 so that within the range of the spring the arms may be independently operated and at other times they are simul taneously'operated. A set-screw 4|, or the like, prevents axial displacement of the lever arm 36 relative to the shaft I2 but permits the lever u arm to have rotation relative to the shaft.

The position of the parts described is illustrated in Fig. 1, as where the vacuum of theintake has operated the rod 3| to move the valve in the intake into substantially closed position.

In the left hand portion of Fig. l, 45 indicates a base and 46 and 41 indicates two sides of a frame structure which include projecting bosses 48 and 49, respectively, threaded as at 50 and respectively. These bosses are tubular and the speedometer drive protecting sheating has threaded connection with one of the threaded portions and the sheathing of that portion of the drive leading to the speedometer has threaded connection with the other threaded portion.

The shaft portion of the drive has the usual tongue and groove connection within this threaded portion and with the shaft that extends into the housing defined by the frame members last mentioned.

61 to the weights 68 are oppositely arranged link means 69, in turn pivotally connected at 10 to a sliding collar 1| rigid with which is the grooved collar portion "I2 having the groove 13 therein. A spring 14 is concentric with the shaft 62 between the two collars H and 63 and normally tends to maintain the respective pairs of links 66 and 69 in aligned position.

A pair of lever members 15 is pivotally supported at 16 in ears 1'! carried by the upper base member 18 of the frame, said-lever extending through the aperture 18a beneath the ears I and between the same. Extending inwardly toward each other from each of the arms is a pin 19 that rides in the groove 13.

As the power portion of the speedometer drive is rotated in response to the vehicle speed, the shaft 62 is rotated in proportion thereto and the weights 6'! and links 66 and 69 are subjected to centrifugal force. The tendency of these parts to move outwardly away from the shaft at the weight connections is resisted by the spring 14 at the predetermined speed for which the spring tension is adjusted, which adjustment may be provided between the portion 12a and the col-. lar H or at any other portion of the device, since the aforesaid constitutes a centrifugal governor commonly known as the phonograph governor mechanism. When the speed is that for which the centrifugal force win in opposition to the spring load,howsoever adjusted,move the weights outwardly away from the shaft, the collar 12 will be moved to the left on the shaft 62 and thus automatically tilt the lever arrangement to the left in clockwise relation relative to the pivot 16.

One arm of the lever is extended as at 88 beyond the yoke connection to the sleeve 12 and terminates in a contact portion 8|. A bracket 92 supports in insulated relation terminal studs 84 which are arranged 'arcuately, the radius of the arc corresponding to the radial length of the lever arm I5 including the contact portion 80.

Thus, as'the lever is caused to move through the governor structure, the successive terminal contacts 84 are engaged to complete a circuit to respective electric conductors 85, each of which is connected to a light bulb of a signal arrangement, the bulbs in turn being grounded as at 86. Herein signal 81 is the low speed signal. It may be amber or yellow. speed signal and it may be green. Signal 89 is the high speed signal and it may be blue. The device may be arranged, for example, so that the light bulb in signal 81 will be energized when the vehicle speed of approximately 30 M. P. H. is attained. Upon the vehicle speed reaching, for example, 32 M. P. H. to 45 M. P. H., signal 88 will be energized and after the vehicle exceeds 45 M. P. H., the high speed visual signal will be energized.

Light contacts may-be so positioned that the first light will be energized when the ignition is closed or a separate light in series with the main different colored signals is prohibited, there is provided an arcuate arm 98. In this event, the

lower speed arrangement signal 81 will be energized. When the vehicle attains a speed known as an intermediate speed, then both signals 81 and 88 will be first energized and when the ve-- hicle attains a high speed, all three signals will be energized. Any other range of speeds and numbers of signals may be provided as will be quite apparent from the foregoing disclosure.

These signals may be arranged in multiple as will be hereinafter more fully illustrated and described with reference to the form of the invention shown in Fig. 5. In the present form of the invention, these signals are positioned externally of the vehicle so as to be visible from both the front and rear thereof so that at all times these signals will indicate the range of speed at which the vehicl is travelling. The signals simultaneously viewable from front and rear of the vehicle may be mounted for example, on the left front fender and may be arranged for observation by the driver as well.

If, for example, it is desired that the vehicle be permitted to travel at a speed not exceeding 50 M. P. H., then the valve operating mechanism does not become operative until 50 M. P. H. vehicle speed is attained, whereupon it becomes automatically operable. -Of course, when th vehicle has attained this speed in the first instance, only signal 89 will be energized and in the second instance, all three signals 61-88-89 will be energized.

The means for energization of the valve operating valve mechanism is shown in the upper portion of Fig. 1 and includes a flexible finger 9| which carries a contact 92. Finger 9| is suitably secured as at 93 to a lateral flange portion 94 suitably secured to the two lever arm members I5, so that the finger 9| is tiltable in a clockwise direction With and by the tilting of the arm structure 15. A conductor 95 is in electrical connection with the finger 9| and the contact portion of the arm 15. It is connected through a fuse structure 96 to line 9'! controlled by the Signal 88 is the medium I ignition lock switch 90, the latteralso controlling the ignition line I00, the energization being derived from a suitable source diagrammatically illustrated herein as by a battery 99, it'being grounded as at 99a. I When-the predetermined speed for which the governor structure is adjusted and the contact 2I is adjusted is attained, contact 92 engages contact 2I to complete the circuit throughthe solenoid I9 and through the ground I9 and 99a to the battery providing the ignition switch 99 is in I condition for vehicle operation, which must be so conditioned in order to secure internal combustion engine operation to secure vehicle movement under normal conditions.

In Fig. 2 there is illustrated a modified form Certain engines will more readily lend themselves to the use of one of these forms of valve control while others will more readily lend them visual signals is indicated by numerals 391, 999

and 399, colored if desired in the same manner as signals 81, 89 and 99. A second set of signals a may be provided and these are in multiple with the first set and bear similar numerals but with of the invention and in this figure numerals of the one hundred series indicate like or equivalent parts, the departures being as follows: .The operating rod I31 in this instance instead of comprising a piston rod constitutes the core of the solenoid II8, the supply line I of which is adapted to supply current to the solenoid when the switch mechanism indicated in the upper portion of the left hand portion of Fig. 1 is in closed position. This figure illustrates the rod or plunger I3I in the fuel controlling position. ,By reference to Fig. 4 the several-levers and the interconnections therebetween and the valve operating rod will be understood.

A stop member I29 ha threaded engagement with the support I and is locked in the adjusted position by the nut I30. Concentric with v the stop member I29 within the bore of the solenoid is the spring I28 which normally constrains the core or stem or rod I3I toward the left-see Fig. 2. The operation of the device illustrated in the subscript a.. One set may be mounted interiorly of the vehicle and the other set may be visible from two opposite directions and exteriorly mounted. Herein the valve controlling solenoid is indicated by the numeral 3I8, and the core is indicated by the numeral 311'. It may be connected by a link 3IIa to an arm 934 assor ciated with the shaft 3I2o. This shaft "carries the fuel controlling valve. Also associated with the shaft is the manual control arm 338 actuable by the rod 339 in turn actuated by the foot or hand throttle. The spring 340 is operatively .interposed between the arms 338 and 334.

Thegovernor mechanism is substantially .the

same as that illustrated in Fig. 1 and the switch Fig. 2 is substantially the same as that illustrated in Fig. 1, with this exception, that instead of utilizing a variation of pressure for operation of the stem, the operation of the stem is directly controlled by the solenoid instead of indirectly controlled thereby, as shown in the right hand I portion of Fig. 1.

g A further modified form of the invention is illustrated' in Fig. 3 and this is similar to the lower half of the right hand portion of the invention illustrated in Fig. 1 and briefly may be said to comprise a diaphragm type of power in place of the piston type of power shown in Fig. 1. Numerals of thetwo hundred series indicate like or equivalent parts. Thus the conduit 2, it will be understood, is controlled by a. valve such as illustrated-in Fig. 1 and indicated by the numeral I5. The diaphragm housing is indicated by the numeral 226 and threadedly supports the stop member 229 locked as at 230 and concentric with whichis a coil spring 228 which normally constrains the diaphragm 22'I toward the left. The diaphragm carries a stem 23I which i operatively associated with the shaft H2 in substantially th same manner as illustrated in Figs. 1, 2 and 4.

Upon actuation of the solenoid I8 of the valve I5 in Fig. 1, and if the valve control the conduit 2M connected to, the intake 2B0 in the same manner that conduit I4 is connected to the conduit I0 in Fig. l, vacuum will be imposed upon the diaphragm 221 and cause the same to move to the light until it engages the inner end of the stop 229 in opposition to the spring 228 and in this position the fuel valve which may be termed the throttle .valve of the engine, is in substantially closed position.

for actuating the signals is substantially the same as disclosed therein. The present form of the invention, however, contemplates derivation of power from the battery 399 grounded'as at 399a and the supply line 391 of which leads to the ignition system supply line 900 and a branch 395 includes the fuse 39B therein, both the ignition and the control supply lines being controlled by the car ignition lock switch 398.

.There is also provided on the dash in the present instance, a speed selection and fuel control switch structure 30I which includes a lock releasable oscillatable interior elementthat includes three contacts 303a, 3032: and 3030. Line 320 from the solenoid, enclosed by tube 320a, may

- terminate in a contact 32Gb and this rotatable member is arranged for selective connection between the line 320 and one of the three contacts 303a, 3031) or 3030. When the proper selection has been made for anyone of the predetermined speed conditions, the key may be withdrawn and the adjusting member then will be locked in the adjusted position.

Since the threelines 304 a, 3041) and 3040 at one end connect to the'terminals 303 having corresponding subscripts and terminate at the opposite end at theterminals 32I having corresponding subscripts and associated with each of the latter terminals are spring finger constructions 39I having corresponding subscripts, all of which are not only flexible but are simultaneously tiltable in the same manner that spring finger 9Isee Fig. 1--is tiltable, it will be quite apparent that if the arrangement 30I is adjusted for the high speed control, then engagement of finger 39I for low speed with its associated adjustable contact 393 and/or second or intermediate speed contact finger 39I engages its corresponding contact 393 and no current will flow from the line 395.

It is only when high speed contact finger 39I engages its contact 393 that the current is sup plied to the appropriate line 304 and through the same to the line 320 to actuate the solenoid tuation and automatic fuel control.

the fuel valve actuated only when the interme-' diate speed switch arrangement is closed. When extreme low speed is to be imposed upon the vehicle, it will be quite apparent that immediately upon the low speed spring finger 39l being in electrical connection with its adjustable contact 393, the current will be supplied to the solenoid 3l8 for actuating the fuel valve thus preventing the vehicle from overspeeding.

It is to be further understood that in the rotation of portion sum for speed selection, the structural arrangement is such that although arm 3201) is rotated, the tubular member 32011 is moved longitudinally in a corresponding manner.

' In this manner since core 3|! is relatively stationary until the switch is actuated, the travel thereof upon switch actuation to a position of solenoid; registration, is only proportional to solenoid position adjustment. For low speed, the core moves the greatest distance insuring greatest closing of the valve. For highest speed, the core moves the least distance so that full registration of core and solenoid only secures fuel valve closing to a very slight degree relatively. This permits the engine when thus controlled to operate up to the predetermined high vehicle speed without fuel control and thereafter the fuel control is imposed'upon the engine. The fuel control valve is controlled by arm 334 in turn rocked by link 3lla connected to core 3. Solenoid 3l8 slides on this core when 320a is moved longitudinally in the rotation of 30m.

Now when the proper contact 303 corresponding to the lock determined speed selected is engaged by arm 32% and the actual speed switch 32| therefore, is closed, the solenoid 318 is energized. If there is a slow speed setup, the solenoid and core are but slightly telescoped. If maximum speed control is set up, maximum initial telescopic relation exists. If intermediate speed control is set up, the telescoping is of intermediate amount.

All this is regardless of solenoid energization or deenergization. Now when energized, at any selected speed, the core registers with solenoid or seeks the fully telescoped position. In so doing. the core has greatest movement at low speed,

least at high speed, and an intermediate amount at an intermediate speed. Hence, fuel valve carried by shaft 3|2a is almost fully closed upon slow speed attainment, slightly closed at high speed attainment and partly closed therebetween atintermediate speed attainment.

The solenoid 3! is suitably supported in brackets carried by the intake, engine or carburetor and said brackets permit longitudinal movement of the solenoid but prevent rotational movement thereof as by a tongue and groove connection. Such a bracket mounting is not illustrated since same is quite conventional and would merely complicate Fig. 5.

The shell 30! of necessity is of insulation material and mounts the three circuit contact members 303a, 303b and 303c in insulated relation and to same are connected the selective circuit wires 304a, 30% and 3040, respectively. Since the actual speed switch controls these wires, member 30la controlled by key 30Ib-see Figs. 5

and 5A-may be of metal and arm 32Gb carried thereby thus is in electrical connection with conductor 320 preferably but not necessarily insulated at 320a. Such connection is recess 3010 that slidably receives end 3200 of wire 320. This recess is enlarged as at Mid and is provided with a spiral groove 30 l e therein. The recess enlargement 30ld receives the inner end 320d having the lateral tongue 320e seated in the spiral groove.

The stationary sleeve 31H is the cylinder and part 30in is the barrel that slidably mounts a locking plunger 30 If normally constrained to seat in one of the seats 30 lg corresponding to the contacts 303a, et cetera, so that upon key removal the speed selected is locked up.

Whenever it is desired to change the speed selection, key 30!!) is inserted which retracts plunger 30! from its recess or seat 30 I g and the barrel is rotated which not only rotates arm 32% but also due to the spiral groove 30le and end 320e causes the solenoid M8 to move longitudinally in its bracket support before mentioned, but not illustrated. 320a if of insulated character prevents accidental short circuiting of conductor 320. When the new speed selection is made, the key is removed and the plunger 30!, seats in its new recess 30Ig.

It is to be understood that Fig. 5 is a conventional semi-diagrammatic representation of the preferred form of the invention. Likewise, it is to be understood the fuel control is but conventionally illustrated herein, although solenoid operable directly or indirectly and furthermore, each form of the invention contemplates manual control of the fuel valve, as desired within the range of speed control imposed on said valve, eitherautomatically or both.

In Figs. '7 and 8 a pressure type embodiment of the form of the invention is shown similar to that in Fig. 1. In said figures numerals of the associated with lever 438 manually operable by rod 439 in a manner previously described with reference to corresponding parts illustrated in Fig. 5. An adjustable stop structure 429430 may be employed, if desired Cylinder head 400 includes a bore 400a in which is mounted valve 4H3 having the angular passage 4|6a. Line 4|; communicates with the bore by passage 4l3a. Passage 4 communicates with the cylinder at one end and the bore at the opposite end.

Another passage 40la communicates at one end with the bore and at the opposite end with discharge line 4!. Cylinder 426 includes a port 426a which communicates with waste line 40l by a T connection 402 and nipple 402a.

The pressure supply line 3, when valve 6 is positioned with passage 4I6a in dotted line position, supplies oil under pressure from the oil pressure supply system of the vehicle to the cylinder to move the piston as far to the right as it can travel. Air to the right thereof escapes through port 426a.

The solenoid 8, when energized; attracts core 411 which through link 405, see Fig. 8, actuates, arm 404 carried by the valve stem 612. When the solenoid is deenergized, the spring 406 returns the parts to the full line position-see Fig. 8.

In Fig. 9 is illustrated a modified form of valve and core operating connection. In this figure, 5|6b indicates the valve stem, 504 a pinion rigid therewith, 506 and 505 a rack portion of the solenoid core 5H These parts may be substituted for parts 4", 404, 405 and 406 illustrated in Figs. 7 and 8 without departing from the scope of the invention. l 1

While throughout the term "solenoid has been employed, the same is intended to include an electromagnet with suitable linkage as well as a solenoid as such term is used in a specific sense.

This application is a continuation-in-part of the following copending applications, Serial No.

' 91,213 filed July 1'7, 1936, now Patent No. 2,169,

267, dated August 15, 1939; Serial No. 93,800, filed August 1, 1936, now Patent No. 2,142,403, dated January 3, 1939; and Serial No. 100,650,

filed September 14, 1936, now Patent No. 2,169,- 4

268, dated August 15, 1939.

While the invention has been described in great detail in the foregoing description, the same is to be considered as illustrative and not restrictive in character. "The various modifications herein before described as well as others which will readily suggest themselves to persons skilled in this art, are all considered to be within the, broad scope of this invention, reference being had to the'appended claims.

The invention claimed is:

r 1. A selective speed control system for selfpropel'led vehicles having a device proportionally operable to vehicle speed, and an engine with a fuel supply passage with a valve in said passage,

electrically operable means for said valve, a connection between said means and valve, a plurality of parallel circuits for the electrical operable means, a multiple switch structure for said circuits and operable by the device for energizing the electrically operable means at predetermined vehicle speeds, a second multiple switch structure for said parallel circuits, and manually operable means for selectively connecting the electrically operable means, to the second multiple switch structure and simultaneously adjusting the connection between the electrically operable means and valve, the amount of adjustment being inverse to the selected speed for selective speed conditioning purposes whereby valve control is proportional to selected speed condition in that valve movement is least at highest selected speed and most at lowest selected speed.

2. A device as defined by claim 2, characterized by the addition of a locking arrangement for locking the manually operable means in any selected speed condition position.

' NEEL M. McCULLOUGI-I. 

